Supercharger for gas engines



w. F. STANTON, SUPERCHARGVER FR GAS ENGINES Filed June 29, 1932 4 sneets4sheef'1 Nay. 1, '1938.`

W. F. STANTON SUPERGHARGER FOR GAS ENGINES Filed June29, 1932 4 Sheets-Sheet 2 A Nov. 1, 1938.

w. F. STANTON l SUPERCHARGER FOR GAS ENGINES Filed June 29, 1932 4 Sheets-Sheet 3 Nov. 1, 1938. w. F. STANTON SUPERCHARGER FOR GAS ENGINES Filed June 29, 193?. 4 SheecS-Sheekt 4 mm, Y. om om mv k. .OM

mm, L

l. l I i n l 1 l A,

mm L The Patented' Nov. 1, 1938 PATENT OFFICE SUPERCHARGER Foa cAs Etronics Warren F. Stanton, Pawtucket, R. I.; Gladys Perry Stanton administratrix of said Warren F. Stanton, deceased Application June 29, 1932, Serial No. 620,021

19 Claims.

An object of my invention is to provide a supercharger for gas engines which, besides being advantageous in other respects, will be especially suited for automobile engines, in that engine and transmission will be safeguarded from abuse in the operation of the supercharger; will deliver measured quantities of air to the engine from the lowest to the highest engine speed; will be of high eiciency especially when thrcttled; and which may have characteristics of construction in regard to Weight and overall dimensions especially tting it for use in an automobile. Other objects and advantages of my invention may be understood by those skilled in the art when embodiments of my invention hereinafter set forth in detail are understood.

In the drawings- Fig. l is a side elevation of enough of the power plant of an automobile to illustrate an embodiment of my invention applied thereto;

Fig. 2 is an end elevation (looking inthe direction of the arrow in Fig. 4) with parts in section of what I regard as the best type and construction of air-pump :for a supercharger;

Fig. 3 is a top plan view of such pump with parts in section;

Fig. 4 is a vertical longitudinal section to such vpump taken substantially on line t-d of Fig. 2;

Fig. 5 is a vertical section on the line 5--5 of Fig. 4;

Fig. 6 is a detail view of the pump valve conironing device taken substantiauy on line c-c of Fig.

Fig. 7 is a front view of Fig. 6 with the speed governor t0 and its parts removed.

Fig. 8 isa detail view of a vacuum device for controlling the amount of supercharge;

Fig. 9 is a view of a fuel pump controlled by the supercharger and which may be used; and

Fig. l0 is a graph showing acharacteristic curve which forms the basis for the desired action of the supercharger.

My invention consists in that which is described by or included within the scope of the appended claims.

In producing the embodiment of my invention shown in the drawings and designing the mechanism, I have taken into account the fact that ,all automobile inventions have speed ranges in which they are especially sensitive to detonation or such speed ranges, say from 450 to 1200 revolutions per minute, and I have provided a suitable degree of supercharge for each speed condition. This is exemplified by the graph shown in Fig. 10 which gives the factors of per cent of supercharge and revolutions per minute and which shows the amount of charge increase at the extremely low speed over the intermediate low speeds and increase from low intermediate speed to the highest desirable in the case of a (iCl. 12S-119) particular engine and then rapid decrease as the engine passes the safe or desired maximum speed. It is possible with my invention to secure the maximum or highest output and eiciency from a given engine with freedom from linjuries or destruction by abuse by the driver in the use of the supercharger. To illustrate this, it may be explained that with a variable speed transmission that includes say four speeds it is desirable only on the fourth gear speed and to a limited degree on the third gear speed that the full power of the engine be developed by the use vof the supercharger. Thus on the reverse and first or second speeds the transmission drive shaft and other parts involved are not subjected to excessive and dangerous stresses.

Referring to Fig. l, it will be seen that the supercharger pump i0, which is shown in detail in Figs 2 5, is mounted forward of the engine l0 and immediately forward of the radiator Ill at the lower half thereof, and which is a false front i3 which reaches over and covers said pump.

This location of the pump has such advantages as to make use of what is otherwise wasted or not utilized space, assures mam'mnm cooling without impairing the e'iciency of the radiator by shrouding or covering, it enables a simple drive connection with the engine, which is by means of a shaft i0 with two universal joints l5, one in advance of the other and the forward joint making the connection with the crank-shaft I0. The front location of the pump assures the coldest possible temperature and that is of great importance in a supercharger since supercharged air must be supplied to the engine at the lowest possible temperature.

The pump is shown attached to the chassis at'- back and front, the back attachment being to a cross member i150 and the front being by brackets |100 reaching forward to and engaging a cross tube H0.

Connections are made between the air pump or compressor and the engine to transmission and other controls and fuel pumps automatically to adapt the supercharge to the engine conditions, as exemplied in the case of the graph above referred to, and these things will be described hereinafter.

Describing rst the construction and operation of the pump, having reference to Figs. 2-5, it will be seen to comprise three equi-distant radial members each comprising a nned cylinder l0 and piston it all connected to the crank-shaft l0, which as has been explained, is connected with and receives power from the gas engine to reciprocate the pistons in their cylinders. The three pump members are alike, each being double acting and having a valve 0l for controlling the pump intake and discharge or outlet, the valves of all three being connected with a common eccentric 3II on the crank-shaft I8 and the compressed air outlet or discharge from all three valves 2| being delivered to an annular chamber 20 in the crank case |81| having three outlet ports 20* l0- cated in the space between the cylinders I3 and from which delivery pipes may extend. One of these ports 2lin is at the bottom of the crank case i3* (Figs. 1 and 2) and preferably a pipe P is connected with that port and leads to the carburetor 13 and to intake manifold, the other two ports being, of course, closed by cover plates 2|)b (see Figs. 2 and 4).

The pump valve 2|, shown, is a slide valve of a form common in steam engine practice located in tity of air under all loads or air quantities deliva valve chamber 22 and at opposite ends of each cylinder I8 are two ports, one 23 leading from the valve chest or chamber 22 to the outer end of the cylinder and the other 24 leading between the inner'end of the cylinder and the valve chest; and between such ports there is an intake or induction port 26, in communication through opposite twin passages 21 with an annular chamber 23 (Figs. 3 and 4) ,adjacent to thedischarge chiun-` ber 20 and concentric with the crank shaft I8* from which latter opens the outside air intake or induction ports 23 in the external wall of such chamber. One of the ports 23 is shown (Figs. 1 and 2) having an air funnel 29. thereover, while the other two are' closed by cover plates 20h, which also cover the closed discharge outlet ports 20. The arrangement of intake and outlet ports and passages gives such great capacity of air inlet and outletas to contribute to thev reduction of pumping losses to the minimum. 'I'he minimum of work is required of the pump for a given quanered to the engine, and but 'little force or power is required for shifting the pump valves by the action of the eccentric and automatically to change or adjust and hold the eccentric in the proper position to give the desired air output with respect to the degree of vsupercharge that happens to be called for bythe engine requirements. Indeed, lthe forces of inertia, during acceleration, tend to prevent or hold down the' degree of supercharge under conditions which -require diminution of supercharge and friction of the engine valves and other parts produce the same effect. All this, of course, is in the interest of protecting or safeguarding the engine by the use of supercharge that is excessive and which necessarily results in damage or injury to the engine.

When reducing 'the quantity of air output, the chief work done bythe air compressed and delivered to the engine is that required to deliver the quantity of -air to the engine plus the air friction in flowing into and out ofthe ports or pas' sages. Providing air ports or passages'of large area as I do, the friction losses are low and the total efficiency of the pump is high. The reciprocating type of pump, which 1 employ, has marked advantage in respect .of efficiency and simplicity of mechanism; and of particular importance in this connection is the reciprocating type of pump when, as is the case of my invention, it is employed with automobiles requiring variable speed with considerable speed ranges. The centrifugal compressor, for example, is unsuited for any such use.

As I have already pointed out, the supercharger output is automatically controlled in correspondence with the speed and power requirements of the engine, and this is rendered eifective by con- .nections with the driver operated control so that,

for example, the driver cannot cause the supply made of twin pieces of pressed metal), the straps in each case being connected by a rod 32 with the slide va1ve'2l. The connection between the rod and slide valve is adjustable for accurate timing of the valve. By this eccentric connection the three sets of valve reciprocating members are maintained inthe same plane and balancing of all thereof, is easily and simply done by balance weights 33 secured to opposite sides of the eccentric drum.

Referring particularly to Figs. 6 and 7, which show the eccentric connection with the crankshaft, it will be seen that slidable axially in a 1ongitudinal passage |Ga in the crank-shaft I6 is a round rod 34 that extends concentric with the eccentric drum 30 and upon opposite sides thereof. Fixing to and projecting radially at one end from said rod 34 is a pin or key 35, which extends through a longitudinal slot 31 in the crank-shaft it (see Figs. 6 and 7) and engages a spiral groove 36 in the inner circumference of the eccentric drum 3l, so that by the axial movement of the rod with said key (the key .being restrained from turning by engagement with the longitudinal slot 31 in the crank-shaft I6) the eccentric drum will be rotated on the crank-shaft and held in whatever position to which it-may be rotated and thus the pump valves shifted and the timing thereof altered with the result that the-compressed air ouput from'the air pump or compressor is varied.

The rod 34 is acted upon at its inner end by an expansion coil spring 38, which tends to move the rod in the direction to shift the eccentric drum drawings, for this-purpose it will be found that at the outer end of the rod 34 is a diametrically extending pin 39, whose opposite ends project beyond the rod and engage inclined cam faces 40 in the outer end of a collar 4|. The collar 4| is rotatably mounted on the crank-shaft I'B and has its angular position, with reference to the pin 39 shifted, according to the speed of the engine,4by a centrifugal governor` secured to the crank-shaft This governor includes a spore-like member 42 surrounding and made fast by pin 42a to the crank-shaft i6 and interposed between the drum 30 and the collar 4|, and to which is pivoted a weighted arm 43 by an eccentric pin 44. The weight 43 is subjected to a entripetal tendency by a coil spring 45 attached at one end to the weighted arm and at the other end to a pin 46 on the member 42. The pins 44 and 46 pass through arcuate slots 4|a in the collar 4| and a link 41 connects the weighted arm 43 to :am co1- lar 4|, so that motion vof the Weighted arm is thereby imparted to the cam collar 4|. Preferably for balancing purposes, in practice, the weights, springs, and links are duplicated.

From the above, it will be seen that the rod 34 under the pressure of the spring 38 acting thereon, is free to move outward away from the cam t faces 40 of the collar 4|, but movement in the condition prevents movement of the rod 34 against its spring pressure to shift the eccentric drum to a position which will increase the compressed air output or the supercharge.

'Ihe device consisting of the pin 39 and the cam collar 4I, thus imposes a maximum limit on the degree of supercharge and limits supercharge at the will of the driver to less than that maximum. This is accomplished by having the outer end of the rod 34 co-act with anger 48, which has a control connection with the accelerator or drivers rod 54. The finger 48 is carried by a sleeve 48a rotatably mounted on a rock shaft 49 and is operatively connected to one end of a torsion spring 50 (see Fig. 3) the other end of said spring 5i) being operatively connected to a collar 5| pinned to the shaft so that there is this spring connection between the rock shaft and said finger. On the shaft 49 is pinned a collar 52 having a shoulder s on the side next to the sleeve 48u adapted to engage a similar shoulder on the sleeve and so arranged that, by the rotation of the shaft 49 in the` direction of the arrow .'r with the two shoulders in engagement, the finger 48 may be swung away from the end of the rod 34 and, thus, determine the position of the rod when moved by its spring 3B and, corresponding, of the eccentric drum and the timing of the air pump valves 2i. Pinned tothe rock-shaft 49v is a crank 53, to the outer end of which as shown in Figs. 1 and 3 is connected the forward end of the driver operated ccntrol rod 54 It will be seen that force applied to the shaft 4Q from the drivers rod 54 to swing the finger 48, in the direction of the arrow y to move the rod 34 inwardly against the pressure of spring :it to increase the supercharge, is transmitted to the finger from the collar 5l through the spring 5U, and thus the force applied to the nger is limited, regardless of the wishes of the driver in controlling the supercharge, as the strength of the spring 5i) is inferior to the force exerted by the centrifugal governor 42 in rocking the cam collar 4i with reference to the rod pin 39. Movement of the rod 34, beyond the maximum limit fixed by the position of the cam collar 4l, cannot take place under the power of the spring 5U because it is opposed by the centrifugal governor 42 acting on the cam collar 4l.

The drivers control rod 54 is operatively a part of the acelerator rod 55, which as usual is connected to the throttle valve by a crank arm on the valve shaft 56. On said shaft 56 is a cam arm 5i, against the side of which bears the closed end of a tube 53 telescoping over the adjacent end of the rod 54. A helical spring 6U is disposed between the innner end of the tube 58 and a collar 59 on said r-od 54 and which thusprovides a yielding sect-ion in the rod allowing opening of the throttle valve, even though rod 54 resists movement, because of the action of the centrifugal governor 4t on the cam collar 4 i as hereinbeforedescribed, to limit the degree -of supercharge to less than a certain maximum. Obviously, the throttle valve may be operated by the accelerator within the limits automatically fixed to increase the engine power and also by changing the time of the compressor valvethrough movement of the eccentric drum Yshifting rod 34 actuated by the finger 4d. l

I also provide a safety control in connection with the transmission in order to restrict supercharge, when the gear connections are in the lower speeds or in reverse which should not be subjected to excessive or great stresses from the engine. This is of especial importance because, while on the higher gears, say fourth and third of a four speed engine, vthe parts concerned are sufficient to withstand the stresses from a supercharged engine, which is not the case usually as to the lower speeds and to reversing.

Referring to Fig. 1, which shows in part the transmission, there is a pivoted lever arm (il with its free end in position to be engaged by the gear selector rod 62 so as to partake of the movement of said rod when it is shifted to the various positions required for changing the forward gears or for reversing. To said lever 6l, is pivotally connected one end of a rod 63, whose other end is pivoted to a crank arm 64 connected to the collar 66 fixed on the drivers control rod 54. The position of the cam nger 65 determines whether, and the extent which, the rod 54 may be moved to operate the eccentric drum controlling finger 48; and the position of the cam finger 65, as will be seen, is dependent upon the position of the gear shifting rod E2. When the fourth and third gears are in use, the full supercharge power or a slightly reduced power may be delivered from the air compressor, while at the lower speeds and for reverse the power of the engine is restricted to safeguard the mechanism. Excess power from the supercharger, which might be injurious, is thus guarded against when the transmission is in neutral, first, second, and reverse positions, but full power from the supercharger may be used only when the car and engine conditions render it safe and desirable.

It is also important in a supercharged engine for spark control. The spark must be retarded or advanced according to the degree of supercharge and that can be made dependent upon a pre-determined charged density, according to a graph based upon the particular engines char acteristics in relation to sensitiveness to detonation affected by speed and considering the transmission gear used.

Referring to Fig. l, supercharged control in relation to the time of spark is illustrated. By a pipe tl, compressed air from the supercharger on the way to the carburetor is taken .by connecting such pipe with the pipe P, which connects the compressor with the carburetor, and the pressure thus taken is delivered to one side of a dia-A phragm B3 in a closed chamber 69, the diaphragm being acted on on the opposite side by a spring lil, and from that side of the diaphragm a link lll extends to a bell crank lever 12 having a cam surface 'it bearing against a rod 'Z4 connected with the timer 15, Vsaid rod 'i4 being pressed against thev cam 'i3 by a coil spring, 76. The timer may have a standard internal centrifugal device for spark control (not shown) and, if so, its action is modified by the operation of the cam lever it, according to the supercharged pressure. It will be observed that I do not use the carburetor manifold vacuum, but I use super-atmospheric pressures existing before the carburetor 'i9 is reached.

Change of carburetor adjustment becomes desirable when supercharging and according to the charged density, and this may be accomplished as shown in Fig. l by the action of the diaphragm 68. From the bell-crank 'm a rod runs to the arm Tt of a rotary cam lu, which actsl upon the stem lllila of the carburetor needle valve and in opposition to a springV 3d on such stem.

For a regulation of the fuel pump according to the charge density, there is provided in the case of a fuel pump t l such as shown in Figs.. l and 9, a pumping spring, the tension of which is automatically increased with the increase of the pivot of a'cam finger 65, which co-acts with a supercharged engine is small, being only a fewA ounces, but with a supercharger the pressure is 10 considerably greater, as much as a number of pounds. The tension of the pumping spring 83 -is increased correspondingly with the increase of the charge density by admitting pressure from the supercharger pipe P through a tube 8S to the 15 cylinder 85. The spring I3 acts upon one side of a diaphragm B1, the other side of which draws fuel from a valve inlet pipe 8l and forces it, under the desired pressure, to an outlet pipe 89 which` conveys it to the float chamber of the carburetor 20 19, N

As shown in 'Fig. 8, a supercharge control means may be employed that utilizes the vacuum, for example the vacuum at the throat of the carburetor venturi. From such vacuum point a 25 pipe 90 extends to a chamber 9| having a flexible diaphragm 92, which within the chamber is exposed to the reduced pressure and is pressed outward in opposition thereto by a coil spring 93. A

'link 94 connected at one end to the diaphragm 30 is connected at the other end to the lever arm of a rotary cam 95 which has several cam surfaces that co-act with a collar 96 fixed to the diaphragm control rod 54. The co-action of the cam surfaces 95 and the collar 96 determine the ex- 35` tent of movement of the control rod 34 -for shifting the position of the eccentric drum 30 which regulates the movement of the valves 2| of the compressor I8. Of course, the vacuum at the carburetor throat bears a relation to the 40 engine speed. y, i

In the interest of economy of construction, lightness in4 weight, and compactness, the air pump shown in the drawings has certain advantageous features of construction; thus, the crank shaft is a built-up shaft; the connecting rods 91 are of the boltless type which makes counterbalancing simple by counter-weights 98; the pump piston I9 has a reduced portion or diameter lila which slides in a cylindrical reduced exten- 50 sion 99 at the inner end of the cylinder I8 providinga double-acting piston with its cross head and piston as a unit; and cylinder i8 has an integral or unitary head and is bolted to the crank case I8'A by a bolt I8". 55 Suitable means for lubrication of the air pump j parts, not necessary to be shown and described, are employed. However, it should be pointed out that oil supplied to the crank-shaft bearing is also supplied to and surrounds the inner end of go'the leccentric drum'adjusting .rod 34 through a hole IIII inthe crank shaft I6 to an annular groove IM in the end portion of said rod 34, which groove provides a dash-pot piston |02 on the end of said rod 34. The oil pressure on the rod supplements the force of the spring in moving said rod in one direction.

It will be understood that in any delayed timing position of the valve moving eccentric drum 30, the displaced airunder pressure in the valve chest is sucked ordrawn back through the upper ,port leading into the cylinder l'and into the space above the piston, and at the same time"air below the piston is forced through the lower portv back into the intake chamber.

75 Because of the tendency of engines to detonate at low intermediate speeds, the compression ratio or the degree of supercharge is lower than is possible at other speeds and this limits the power obtained from a given engine to a lower value than is otherwise possible, some power being lost at extremely low speed and a gain in power being possible without diiliculty.

Oneof the advantages from mounting the air compressor or supercharger at the front end adjacent the radiator is that when radiator shutters are provided to control the temperature of the engine, the temperature of the supercharger is also controlled. To reduce blanketing of the radiator by the air compressor to the minimum, the three cyiin uppermost and in a vertical position, while the other two extend downward and outward.

'I'hat which is claimed is:

1. The combination of a gas engine having a variable speed'transmission, a supercharger for the engine, and means that control the supercharge delivered to the engine operative when certain transmission ratios are used comprising a movable member of the transmission to change the driving connection from the engine, manual means to control the supercharge to the engine having a to and fro moving element, and stop means to coact with the said element shiftable relative thereto, and an operative connection between said movable member of the transmission and said stop means.

2. Y'I'he combination with a gas engine, of a supercharger therefor, manually operated control means for the engine and supercharger, and an automatic stop-means which prevents operation of the supercharger at the will of the operator, said manually operated'control means and said stop means comprising movable members,`

such member of the manual means being movable at will, and the member of the automatic means being shiftable to different positions, and an perative connection between an engine driven element and said automatic means member.

3. 'I'he combination with a gas engine, of a supercharger therefor, manually operated engine control means, automatic means which imposes a maximum limit on the degree of superchage and prevents a supercharge by said manually operated engine controly means beyond such maximum, and comprising an automatically supercharger controlling member and a manually controlled member having a loose operative connection therewith.

4. The `combination with a gas engine, of a supercharger therefor, having engine controlled automatic means to determine now from the supercharger to the engine and including a to and fro movable member and automatic means to arrest movement of such member in one direction, manually operated engine control means and a to and fro movable element whose movements are controlled thereby, said element and said member being engageable and said member serving to arrest movement of said element in a direction that would increase the supercharge flow to the engine. I

l. 'I'he combination with a gas engine, of a supercharger therefor, manually operated engine control means, automatic means which imposes a maximum limit on the degree of supercharge and prevents a supercharge by said manually operated engine control means beyond such maximum, and comprising an automatically supercharger controlling member and a manually conders are arranged so that one is.

trolled member having a loose operative connejction therewith and with said manually operated engine control means.

6. A combination of a gas engine, of a supercharger therefor, meansconnected to the supercharger for varying the degree of supercharge delivered to the engine, manually operated control means connected With the supercharger to increase or decrease the supercharge thereto, and automatic means responsive to the speed of the engine for preventing a supercharge by said manually operated control means beyond the maximum requirement of the engine relative to the speed thereof.

7. 'I'he combination of a lgas engine and a speed transmission, of a supercharger, speed responsive means operated from said engine for controlling the supercharge output in correspondence with the power requirements of the engine, manually operated engine control means for accelerating or retarding the engine and connected with said supercharger for increasing or decreasing the supercharge thereto, and means actuated from the transmission, when certain transmission ratios are used, for preventing a supercharge from the operation of the manually operated engine control means beyond the maximum engine requirements.

8. A device as set forth in claim 6, further characterized by a carburetor operatively connected with the engine, and means controlled by the pressure in the carburetor for preventing operation of the manual control means to supply a supercharg'e beyond the maximum of the engine speed requirements.

y 9. A device as set forth in claim 6, further characterized by an ignition timing means operatively connected with the engine, and automatic means actuated by the pressure in the supercharger manifold for -retarding or advancing the timing of the ignition means of the engine and for regulating the needle valve of the carburetor thereof.

10. The combination with an internal combustion engine, of a supercharger actuated from said engine, valve means actuated from said engine for controlling the output from the supercharger to the engine, shiftable means for regulating the movement of said valve means whereby an increased or decreased supercharge may be delivered to the engine, manual control means for the engine for increasing and retarding the operation thereof and further connected with the valve regulating means of said supercharger for increasing the supercharge to the engine, and

speed responsive means actuated by the engine for rendering ineiective the operation of the manual control means of said supercharger beyond the maximum speed requirements ofthe engine.

11. The combination with an internal combustion engine, of a. supercharger actuated from said engine, valve means actuated from said engine for controlling the output from the supercharger to the engine, shiftable means for /rergulating the movement of vsaid valve means whereby an lncreased or decreased supercharge may be delivered to the engine, manual control means for the engine for increasing and retarding the operation thereof and further connected with the y valve regulating means of said lsupercharger for increasing the supercharge tothe engine, and means responsive to the speed of the engine for rendering lneilective the operation of said manually operated engine control means on the valve regulating means ci' the supercharger beyond the maximum requirements of the engine speed,

and stop means rendered effective when certain mechanism for controlling the output of super-v charge to the engine, means for regulating the controlling mechanism for increasing or decreasing the supercharge, manually operable engine control means arranged to operate said regulating means, and means responsive to the speed oi' the engine for limiting the operation of said manual control means from operating said regulating means beyond the maximum speed requirements of the engine.

13. In a supercharger for engines, a compressor, valve means controlling the output of'v the compressor to the engine comprising a rotory shaft carrying an eccentric drum, a rod slidably carried in the shaft, a groove and pin connection between'the rod and drum, said groove being oblique to the axis of the shaft, means normally tending to urge the rod in one direction, means for driving said shaft from the engine, speed responsivemeans mounted on the shaft and having a collar concentric with said rod and through which the latter passes. said collar having cam edge surfaces, and projections on the rod engage- Aable with said surfaces, a finger adapted to engage the outer end of the rod for moving the same axially into the shaft, and manually operable means for actuating said finger.

14. In a supercharger as set forth in claim 13, further characterized by a yleldable connection between said manually operated means and said connected with the engine, and means controlled by pressure in the carburetor for controlling the operation of the manually operable means.

18. In a supercharger as set forth in claim 12,

further characterized by a carburetor operatively connected with the engine, and the fuel supply to the carburetor being controlled by the pressure of the output of the supercharger.

1 9. In a supercharger as set forth in claim 12, further characterized by a carburetor and ignition timing means loperatively connected with the engine, and automatic means'operated by i the pressure output of the supercharger for re.

tar-ding' or advancing the timing of the ignition means of the engine and for regulating the needie valve of the carburetor of the engine.

Wannen F.' STANTON. 

